Orientator



March 26, 1968 R. R. HANSON 3,374,549

ORIENTATOR Filed May 9, 1966 5 Sheets-Sheet 1 INVENTOR. ROY R. HANSON BYWM ATTORNEY March 26, 1968 R. R. HANSON 3,374,549

ORIENTATOR Filed May 9, 1966 5 Sheets-Sheet 2 F|G.4 F|G.6 f

27 28 INVENTOR.

ROY R HANSON ATTORNEY March 26, 1968 R. R. HANSON GRIENTATOR 5Sheets-Sheet 5 Filed May 9, 1966 INVENTOK ROY R. HANSON March 26, 1968R. R. HANSON ORIENTATOR Filed May 9, 1966 INVENTOR. ROY R. HANSON FIG.16

. lll l'lli a"; w 0 l ATT Y5 March 26, 1968 R. R. HANSON 3,374,549

ORIENTATOR Filed May 9, 1966 5 Sheets-Sheet 5 I II INVENTOR. ROY R.HANSON qgmbui fe l/'7 ATTYS.

United States Patent Ofilice 3,374,549 Patented Mar. 26, 1968 3,374,549ORIENTATDR Roy R. Hanson, Maryland Heights, Mo., assignor of onefourtheach to William H. Anderson, Glencoe, the estate of Joseph H.Schierrnan, late of St. Louis, and George A. Bless, St. Louis, Mo.Continuation-impart of application Ser. No. 182,239,

Mar. 26, 1962. This application May 1966, Ser.

Claims. (Ci. 33--223) This application is a continuation-in-part ofapplication Ser. No. 182,239, filed Mar. 26, 1962, now abandoned.

This invention relates in general to certain new and useful improvementsin orientation devices for aircraft and, more particularly, to amagnetically operated orientator for indicating direction and attitudeof such vehicles.

With the rapid increase in use of personal aircraft by businessexecutives, sportsmen, and aircraft enthusiasts, the problems ofnavigation under adverse Weather conditions has become a matter of majorconcern. Professional pilots employed by established airh'nes, ofcourse, have the benefit of radio range equipment, autopilots, andcostly instrumentation. In view of the size of commercial aircraft andthe mandatory requirements for maximal safety, neither cost nor weightare factors in the selection and installation of such equipment. Inaddition, all commercial airlines employ pilots, navigators, and flighten gineers so that the complicated multiplicity of tasks involved infollowing a multiplicity of navigational and other instruments duringflight can be performed with safety and precision. In the case ofsmaller aircraft, such as personal planes, company planes, and the like,however, the problems of blind flight instrumentation have become quiteserious.

In order to aid the non-professional pilot in maintaining a small planein proper attitude, the control panel is provided with an array ofinstruments for determining the altitude and speed of the aircraft inaddition to the yaw, the angle of bank, or the pitching movement of suchaircraft. In large commercial aircraft, the instrument panel is providedwith a set of duplicate instruents m case any of the first set ofinstruments should fail to function or became inoperative. Theabove-mentioned instruments are fairly accurate as long as the aircraftis maintained under a constant attitude. It is, of course, obvious thatthe instruments such as the altimeter and the air speed indicator mustbe corrected for such external factors as the air pressure and the airtemperature. Obviously, such instruments only give relative readingsand, therefore, are not particularly accurate.

Most modern aircraft are provided with a heading gyro, a turn and bankindicator, and an attitude gyro which aid the pilot in determining theangle of pitch, yaw, and the angle of bank. The principal difficultyinvolved with all of these instruments is the fact that they are three,rather than one. Necessarily, then, the pilot must scan all hreeinstruments in order to be able to determine the exact attitude of hisaircraft, and take whatever corrective measures are required.Furthermore, as will be set forth in greater detail hereafter, thecompass has an undue amount of lag and lead depending upon its turn, andthe directional gyro processes. Thus the pilot must wait until thecompass settles down after any maneuvering, and then reset hisdirectional gyro from time to time to coordinate the same with themagnetic readings.

The compasses presently used in large aircraft suffer from deficienciespreviously described. When the aircraft is bani-zed for a turn or if theyaw or pitch should suddenly change, the compass becomes virtuallyineffective.

The compass normally remains accurate only when the attitude of theaircraft remains unchanged. For example, if the aircraft should make aturn while heading in a northerly direction, the compass will indicate adirectional turn opposite to the direction of actual turn. If theaircraft should make a turn while heading in a southerly direction, thecompass will indicate a turn in the proper direction, but at anexcessive degree.

It is, therefore, the primary object of the present invention to providea magnetically controlled orientator which will effectively andaccurately indicate the angle of bank, the angle of pitch, and themagnetic heading of an aircraft in a single instrument, therebyeliminating the need of a plurality of power driven instruments toperform the same function.

It is another object of the present invention to provide an orientatorof the type stated which will accurately indicate the angles of bank andpitch of an aircraft during the change of attitude of such aircraft.

It is a further object of the present invention to provide an orientatorof the type stated which will directly indicate the attitude Without .alag in indication or the need of compensation for precision.

it is also an object of the present invention to provide an orientatorof the type stated which is capable of providing accurate indications ofaircraft attitude without visual reference to external conditions.

it is an additional object of the present invention to provide anorientator of the type stated which is rigid and sturdy in construction,yet light in weight, accurate in operation, and economical in cost ofmanufacture.

Still a further object of an improved embodiment of the presentinvention is to provide a reading of pitch and bank with a naturalpresentation showing the relative movement of the aircraft with regardto the earths surface in its natural term.

With the above and other objects in view, my invention resides in thenovel features of form, construction, arrangement, and combination ofparts presently described and pointed out in the claims.

In the accompanying drawings:

:FIG. 1 is a front elevational view of an orientator constructed inaccordance with and embodying the present invention and mounted in anaircraft control panel;

FIG. 2 is a vertical sectional view of the orientator taken along line22 of FIG. 1;

FEB. 3 is a perspective view of tie orientator constructed in accodancewith and embodying the present invention;

FIGS. 4- and 5 are sectional views taken along lines 4- 5 and 55,respectively, of PEG. 3;

FIG. 6 is a fragmentary sectional view taken along line 66 of FIG. 4;

FIG. 7 is a fragmentary sectional view taken along line 7-7 of FIG. 3;

FIG. 8 is a fragmentary sectional view taken along line 88 of PEG. 4;

FIG. 9 is a fragmentary sectional view taken along line 9 of FIG. 2;

FIG. 10 is a front elevational view of the orientator showing theposition of the horizon bar forming a part thereof, when the aircraft isflying in a horizontal position;

FIG. 11 is a front elevational view of the orientator showing theposition of the horizon bar forming a part thereof, when the aircraft isflying in a thirty degree left bank;

FIG. 12 is a front elevational view of the orientator showing theposition of the horizon bar forming a part thereof when the aircraft isdying in a thirty degree climb;

FIG. 13 is a front elevational view of the orientator 3 showing theposition of the horizon bar forming a part thereof when the aircraft isflying in a 30 dive;

FIG. 14 is a front elevational view of the orientator showing theposition of the horizon bar forming a part thereof when the aircraft isflying in a 30 climb and a 30 right bank;

FIG; is a front elevation of an alternative improved embodiment of theinvention;

FIG. 16 is a longitudinal sectional view of the instrument as shown inFIG. 15 taken from the left hand side thereof;

FIG. 17 is a transverse sectional View of the instrument as shown inFIG. 15 taken at a midportion along its longitudinal axis;

FIG. 18 is a pictorial view indicating the presentation to the pilotwhile executing a banking turn to the left at a level attitude; and

FIG. 19 is a pictorial view illustrating the position of the floatingelement as seen by the pilot while the host aircraft is climbing in astraight and level condition.

The present invention employs a bar magnet mounted within a floatingmember, beneath the pivot point of the floating member within anorienting instrument. The universally pivoted assembly is made such thatwhen complete with the magnets installed, it is slightly pendulous so asto provide a horizontal stabilizing factor.

In order to implement the above principle into a useful operativestructure, a floating member is pivotally mounted within a housing, thefloating member and the fluid suspending the same being selected so thatthe amount of buoyancy of the float is very slight in the particularfluid employed. A vertical support member extends from the upwardportion of the housing resiliently downward, and engages pivot means onthe center portion of the floating member. The floating member may havea compound U shape, or may be generally hemispherical in nature, the

latter construction being employed in the second embodiment of theinvention as will be described hereinafter. Critical to the invention,however, is the positioning of the magnet beneath the pivot point of thefloating member. In addition, it is important to provide means foradjusting the angularity of the magnet with respect to the vertical axisof the float in order that the magnet may at all times be adjusted toassume a coordinated horizon relationship when the aircraft is in normalstraight and level flight. The control of the orientation of thefloating element is a direct function of the magnetic orientation of thepermanent magnet. By positioning suitable orienting indicia about theperiphery of the float, or on a separate ring, the positions of bank,pitch, and magnetic heading can all be read simultaneously off theinstrument in one eye fixation, and completely independent of anyexternal power means.

Referring now in more detail and by reference characters to thedrawings, which illustrate a preferred embodiment of the presentinvention, A designates an orientator suitably mounted in a conventionalaircraft control panel B also having mounted therein a conventional airspeed indicator C, a conventional altimeter D, a conventional bank andturn indicator F, and a conventional clock G having a sweep-second hand.

The orientator A generally comprises an outer housing 1 including a basemember 2, which integrally merges into extending support flanges 3 forbolting into a bracket 4 within the aircraft control panel. Integrallyformed with the base member 2 is a hemispherical casing 5 which istilted upwardly (reference being made to FIG. 2) at an angle ofapproximately thirty degrees to the true vertical. Secured to theforward margin 6 of the casing 5 by means of an L-shaped clamping ring cis a transparent hemisphere 7 which, when secured to the casing 5, willform an almost perfect sphere therewith. The casing 5 and the hemisphere'7 are both annularly grooved for the accommodation of an annularsealing ring s. The disk 7 is provided with a guide line it and a guideline I which are respectively parallel and perpendicular to the surfaceof the earth when the plane is in normal level flight.

By reference to FIG. 3, it can be seen that the transparent hemisphere 7and the casing 5 forms a hermetically sealed fluid-tight sphericalchamber 8 and disposed therein is a hollow element 9 and preferablyformed of Bakelite, aluminum or other lightweight non-magnetic material.Mounted within and extending through the element 9 is a pair ofpermanent bar magnets 10, 11, which are preferably formed of alnico-S orother similar high permeable magnetic material and which will orient theelement 9 in a north-south direction when the element 9 is freelysuspended in a suitable liquid, such as light mineral oil or othermaterial having low surface tension so as to minimize transmission ofmechanical forces from the outer housing 1 and the element 9.

Referring again to FIG. 3, it can be seen that the element 9 assumes thegeneral form of a sphere with its upper portion removed by two radialcuts forming two inclined radial surfaces 12, 13, defining planes whichwould intersect at the exact geometric center of the sphere. The sphereis grooved in a north-south diretcion, or direction parallel to the barmagnets 10, 11, forming a pair of internal vertically spaced opposedwalls 14, 15, which integrally merge into flat inclined bottom walls 16,17. The walls 16, 17, define inclined planes which would form animaginary apex slightly below the centroid of the sphere. When theelement 9 is cut away in this described manner, the uncut portionthereof causes an apparent bulge on the underside of element 9, as canbe best seen in FIGS. 2, 5 and 8.

The sphere is further provided with a groove g in the east-westdirection or perpendicular to the axis of the bar magnets 10, 11, foraccommodating the radial arms 18, V

19, of a circular horizon ring or indicator 20 and is retained withinthe grooves g by means of spring-clips 21. The horizon indicator or ring20 is preferably formed of Bakelite or other lightweight non-magneticdielectric material and has a hollow non-rectangular cross-sectionalshape with a pair of outwardly converging walls 22, 23, integrallymerging at a common apex 24 which serves as a horizon indicating line.Preferably imprinted upon each of the walls 22, 23, are the degrees ofmagnetic heading, substantially as shown in FIGS 3 and 4.

The radial arms 18, 19, integrally merge into a conically shaped hub 25which is movable in a semi-spherical recess or cavity 26 formed withinthe bottom walls 16, 17, of the element 9. The hub 25 includes a pivotpin 27 which is mounted thereon by means of a nut 28, the upper end ofthe pin 27 defining a pivot point 29 which is located at the exactcenter of gravity of the element 9 and which would be located at thecentroid of the element 9 if same were a perfect sphere. Mounted on thehub 25 and concentrically encircling the pin 27 is a flat circularzeroing plate 30.

By reference to FIGS. 4 and 5, it can be seen that the horizon indicatoror ring 20 is hollow in order to aid the buoyancy of the element 9 and,furthermore, the horizon ring 20 is rotated in the north-south directionwith respect to the element 9. It is, of course, obvious that thehorizon ring 20 must be perfectly balanced and stable with respect tothe element 9 and is, therefore, provided with a series ofcircumferentially spaced balance weights 31. Similarly, the element 9 isprovided with a plurality of balance weights 31. The balance weights 31and 31' are adjusted by trial and error both as to mass and position inorder to provide a center of gravity at the desired point, taking intoaccount the specific gravity and buoyant effect of the liquid in thesphere.

The element 9 is held within the chamber 8 by means of a downwardlypresented pivot pylon p consisting of an outer tubular casing 32 whichis secured to the transparent hemisphere 7 by means of a screw 33 andwasher 34 and which extends vertically into the chamber 8. The buoyanceof the element 9 tends to force it upwardly and thus holds the pivot pin27 upwardly within the downwardly opening socket x in the lower end ofthe pivot pylon 12'. Since the horizon indicator is supported by theelement 9 and is, to some extent, buoyant, it will be similarlysupported and constrained.

In order to maintain a fluid-tight seal, the pylon support 32 isannularly grooved at the point of securement to thereby accommodate aseal s. A plunger element 35 is spring-biased downwardly by means of acompression spring 36. The lower end of the pivot pylon p defines azeroing surface 39 which is designed to abut the zeroing plate 38mounted on the hub when the plunger element is completely disposedwithin the bore of the casing 32. In this connection, it is to be notedthat the plunger element 35 has an axial length substantially shorterthan the axial length of the bore and can be completely disposedtherein. In this connection it should also be noted that the spring 36is sized to maintain suflicient pressure to the horizon indicator Z0 andthe element 9 carried therewith so that they are, in effect, in abuoyant condition within the chamber 8.

Thus, the element 9 is affected by the natural magnetic field of theearth because of the magnets 10, 11, and responds to changes ofdirection by continually aligning itself with the earths magnetic field.

The horizon indicator or ring 26 can be adjusted to a zero or crafthorizontal position by means of an element elevator 41' which generallycomprises a rack gear 41 disposed and movable within a bore 42 formedwithin the base member 2. Connected to the upper end of the gear 41 is acircular seating ring 43 which is sized to rest against the underside ofthe element 9. Journaled in a bore 44 formed with the base member 2 is arotatable shaft 4-5 and mounted thereon is a pinion gear 46 which isadapted for mashing engagement with the rack gear 41, and mounted on theother end of the shaft 35 is a sui able control knob 47. The shaft isannularly grooved at its inner end and retained within the bore 44 bymeans of pin 48.

Since changes of pressure and temperature will vary the density of thefluid within the chamber 8, and, therefore, the fluid volume, theorientator A is provided with a fluid accumulator 49 which will take upand provide fluid to the chamber 8 as the volume of the fluid thereinchanges. The base member 2 is internally bored from its rearward end toprovide an accumulator chamber 50 which merges into a diametricallyreduced fluid chamber or cylinder 51 defining an annular shoulder 52.Disposed within the accumulator chamber 50 is a somewhat flexiblepiston-like element 53 preferably formed of neoprene rubber or otherresiIient material and having an enlarged annular flange 54 which isrigidly held against the shoulder 52 by means of a tubular sleeve 55having an end wall 56. The sleeve 55 is internally bored to accommodatea compression spring 5'7 which is retained by two spaced opposed capmembers 53, 59, one of which abuts the piston-like element forcing itforwardly within the fluid chamber 51, the other of which abuts the endwall 56. The sleeve 55 is maintained in a rigid position within theaccumulator chamber 50 by means of a plug 60. The plug 69, the end wall56, and the cap members 59 are axially bored to provide an air ventingaperture 61. Communication between the fluid chamber 51 and the chamber8 is constantly maintained through a fluid duct 62. Thus, if the volumeof the fluid within the chamber 8 should suddenly increase, due to afluctuation of the atmospheric conditions, the excess fluid would bestored in the fluid chamber 51 against the action of the compressionspring 57, forcing the piston-like element 53 rearw-ardly in the chamber50. If, however, the volume of fluid maintained within the chamber 3should decrease, the action of the compression spring 57 will urge thepiston-like element 53 forwardly within the fluid chamber 51 in order toforce more fluid into the chamber 8. In order to prevent leakage offluid around the shaft 45 and out of the base member 2, the

shaft 45 is grooved to accommodate a sealing ring 1'.

In use, the orientator A may be conveniently installed in the controlpanel of any aircraft, thereby eliminating;

the need of the conventional compass and other instruments used toindicate the attitude of the plane. However, it may be desirable toinstall the orientator A in the control panel, in addition to the otherinstruments therein, substantially as shown in FIG. 1, in order toprovide a means for checking and calibrating the other instruments usedto determine the attitude of the plane.

It is Well known that the earth is surrounded by a magnetic field andthat all magnetic objects in this particular magnetic field of the earthare affected thereby. It is further known that, at the magnetic Equator,the lines of magnetic flux run parallel to the surface of the earth and,at each of the magnetic poles, the magnetic lines of flux have a largevertical component and are directed downwardly with respect to thesurface of the earth. In the areas surrounding the earths surfacelinterrnediate the Equator and each of the magnetic poles, the lines ofmagnetic flux forming part of the earths magnetic field enter the earthat a direction which is inclined to the surface of the earth and thelines of magnetic flux thereby form an acute angle with the surface ofthe earth. The bar magnets 10, 11, within the element 9 will alignthemselves with the magnetic field of the earth and thereby the SouthPole end of each of these magnets will be directed toward the northmagnetic pole of the earth and the North Pole end of the magnets will bedirected toward the south magnetic pole of the earth. If the aircraft isflying in an area near the Equator of the earth, the element 9 willremain in an upright position, but if the aircraft is flying within thenorthern or southern hemisphere of the earth at a point somewhat distantfrom the Equator, the element 9 will be slightly inclined within thechamber '8 at an angle which corresponds to the angle at which themagnetic lines of flux enter the earth at that particular location.Therefore, if the aircraft is flying within the northern hemisphere andin a northern direction, the ring 20 provided it is appropriately resetwith respect to element 9 will assume the position as shown in PEG. 10.

As long as the flight path of the aircraft is parallel to the surface ofthe earth, and along a path of constant magnetic dip the position of theelement 9 and the horizon indicator 20 will remain the same. However, ifthe aircraft is flying in a north-south direction or in a direction inwhich the magnetic dip changes, the position of the element 9 will varyslightly, according to the magnetic orientation at that particularlocation on the earth. Therefore, if the aircraft is flying in anortherly direction, the element 9 would tend to tilt slightly forward,that is to assume the position shown in PEG. 3. As the horizon indicator29 will pivot with the element 9, the horizon index line 24 will notalways remain in alignment with the horizon guide line it. From time totime, however, it will be necessary to correct this deviation. The pilotmerely brings or maintains the aircraft in straight and level flightduring this resetting and turns the control knob 47, which will, inturn, raise the rack gear 41 through the pinion gear 46, until thecircular ring 43 is seated beneath the element 9. Continued rotation ofthe control knob 47 will raise the element 9 and the pivot pin 27 willurge the plunger 35 upwardly within the bore of the casing 32, until thezeroing surface 39 comes into contact with the zeroing plate 31 As theelement 9 is elevated to its uppermost position, continued rotation ofthe control knob 47 will cause the horizon indicator 20 to pivot Withinthe clips 21 until the .iorizon index line 24 is aligned with the guideline It. The control knob 47 is then turned in the reverse direction tolower the rack gear 41 and seating ring 43 until the element 9 is againmaintained in a suspended state. Therefore, as the aircraft passesthrough each of the magnetic latitudes, the pilot can always maintainthe horizon indicator 20 in constant alignment with the guide line h.

It can be seen that the element 9 and the horizon indicator 20 willalways maintain the same position with respect to the surface of theearth at any particular magnetic latitude. Therefore, if the aircraftshould change its heading or attitude relative to the earth, the element9 will always remain constant in its position relative to the earth. Ifthe aircraft is flying in a truly magnetic north direction, the zeroindex on the horizon indicator 20 will remain in vertical alignment withthe guide line I. However, should the aircraft turn to fly in-a westerlydirection, the element 9 and the horizon indicator 20, which remainsconstant with respect to the earth, will remain in a fixed positionrelative to the earth, and, in effect, the casing and guide line I willturn with respect to the element 9 until the guide line I is inalignment with the 270 degree mark on the horizon indicator 20.

In practice, however, an aircraft in flight can only turn by banking.Therefore, if the aircraft should make a 30 degree left bank, thehousing 1 of the orientator A would rotate 30 degrees to the left withrespect to the horizon indicator 20 and thereupon assume the position asshown in FIG. 11. At this position, it is indicated to the pilot that,in return to normal attitude, he must bank his plane 30 degrees to theright.

If the pilot should change the angle of pitch of the aircraft to a 30degree climb, the housing 1 will rotate with respect to the horizonindicator 20 and assume the position as shown in FIG. 12. It is,therefore, indicated to the pilot that in order to return to the normalattitude, he must dive 30 degrees until the horizon index line 24 isreturned to alignment with the horizon guide line h. If the aircraftshould dive at a 30 degree angle with respect to the earth, the horizonindicator 20 would assume the position as shown in FIG. 13, and if theaircraft should make a right bank at 30 degrees and climb at 90 degreeswith respect to the earth, the horizon indicator 20 would assume aposition as shown in FIG. 14. The pilot must then maneuver the planeuntil it again attains proper attitude which will be indicated when thehorizon indicator 20 assumes the position as shown in FIG. 10.

It can be seen that the pitch, the bank, and the magnetic heading of anaircraft are all indicated in the orientator A. The pitch, which is therotation of the plane about its lateral axis, is indicated when thehorizon indicator 20 assumes the position as shown in FIG. 12 or FIG.13. The bank, which is the position of an airplane when its lateral axisis inclined to the horizontal, is indicated by the horizon indicator 20when it assumes the position such as shown in FIG. 11. The degree ofmagnetic heading is, of course, indicated by the number of degrees onthe horizon indicator 20, which appear under 7 the guide line I. In viewof the above, it can be seen that a pilot of an aircraft can alwaysreturn to normal attitude by reference to the single orientator A.

In the modified embodiment 100 a simulated aircraft 101 is provided on aprismatic window 102 (see FIG. 16) and is coordinated for reading alongthe line of sight 104 for coordinated observation with the azimuth ring105. As in the first embodiment, a floating element 106 having apermanent magnet 108 operatively and adjustably secured therein providesthe basic datum from which the attitude and azimuth information ispictorially revealed to the pilot.

Referring now to FIG. 17, it will be seen that the permanent magnet 108is embedded within a movable segment mounting 109 which can adjustbetween the positions illustratively shown in FIG. 16 in phantom lines.In this connection it will be appreciated that the magnetic lines offlux are parallel to the earths surface at the magnetic Equator, andperpendicular to the earths surface at the magnetic poles. In betweenthese two points,

however, the magnetic lines of flux will be at an angle to the earthssurface.

Since the movable segment 109 is designed for zero buoyancy with respectto the fluid, its adjustment is restrained only by frictional contact inthe movable section compartment defined by section walls 110 (see FIG.17). The adjustment for latitude change can be made by activating thesegment ring assembly 111 in the same mannor as described regarding thefirst embodiment, to engage the movable segment 109. The movable segment109 seats and is held within the open aperture of the ring assembly 111,during the resetting of the floating element 106. Slots 113 are providedin the closure plate 124 to permit the movable segment 109 to swunguntil the magnet 108 is vertical. In operation, however, the movablesegment 109 of the second embodiment permits the azi mut'n ring 105 tobe an integral part of the floating element 106, rather than adjustablethereabouts as shown in the first embodiment. The guard ring 112constrains the floating element 106 against dislodgement from its mounton pivot pin 114. As noted in FIG. 17, pivot pin 114 is positioned foradjustment by means of pivot pin adjustment assembly 115.

To further assist in highlighting the visual presentation, a window maskis provided at the lower portion of the prismatic window 102, which asillustrated in FIGS. 15 and 16, blocks out the lower front portion ofthe float element 106. In addition, the spherical segment 121 providedat the rear of the housing 119 further screens off optically disturbingareas of the interior portion of the housing 119 from the view as seenby the pilot such as shown inFIGS. 15, 16, and 19.

Turning now to FIG. 17, it will be seen that the grid indicia 122 areimprinted atop the closure plate 124 for the buoyancy chamber 116. Aconical dish-like configuration is presented in order that the azimuthting 105 be readily visible by the user. The body portion 125 of thefloating element 106 has an inclined symmetrical lower face 126 whichprovides the open portions there beneath to accommodate the sectionswalls 110 and movable segment 109. Further, this configuration assistsin adding stability to the unit in that a portion of fluid is trappedbeneath the inclined face 126 which will resist movement by the floatingelement 106 when rough air is encountered. Thus, the stability effect ofthe motor driven gyro is achieved hydraulically without a source ofadditional exterior power which is subject to failure at any time.

Because the angularity of the earths lines of flux differs between thenorthern and southern hemisphere, provision is made by orienting theclosure plate and its therebetween defined chamber for receiving themovable segment 109 in a fore and aft direction. As illustrated in FIG.16, the phantom lines show the orientation of the permanent magnet 108in approximately the positions it might appear in flying (subject toregular adjustment by the adjustment ring assembly 111) between theCanadian border and the Southern United States. Naturally, on theEquator, the magnet bar will be perfectly horizontal inasmuch as themagnetic lines of flux closely parallel the earths surface of thatlocation. When traveling into the southern hemisphere, the movablesegment 109 can reverse itself and orient in the opposite position, thenorth and south seeking ends of the magnet remaining the same, but theparallel relationship to the earths lines of flux for the magneticcouple being adjustable.

I claim:

1. An orienting device for use in a vehicle for indicating both theheading and the attitude of said vehicle comprising, in combination, ahousing having a heading and an attitude reference, a floating memberwithin the housing and adapted for pivotal mounting therein, a fluidwithin the housing coordinated with the floating member to render thelatter buoyant, a transparent closure member on the housing for viewinga portion of the interior thereof, vertical pivot means extendingdownward from said housing into the fluid and having verticalresilience, pivot engaging means on the floating member pivotallyengaged with the pivot means, said floating member being cut away topermit pivoting around the pivot means, a permanent magnet having amounting physically mounting it within the floating member beneath thepivot point of the floating member, an azimuth ring related to saidfloating member in compass coordinated relationship with the permanentmagnet Within the floating member and the heading reference of thehousing and in attitude coordinated relationship with the permanentmagnet within the floating member and the attitude reference of thehousing, means for adjustably coupling the azimuth ring to the permanentmagnet mounting about the east-west axis thereof defined by the azimuthring and for positionally adjusting the azimuth ring with respect to thepermanent magnet mounting to compensate for deviations in the indicatedattitude, whereby the azimuth ring serves the twofold purpose ofproviding magnetic heading and attitude references, said adjusting meanscomprising a seating ring oriented beneath the permanent magnetmounting, a cooperating abutment means on the vertical pivot means, theseating ring being movable for temporary engagement with the permanentmagnet mounting means for temporary engagement with the permanent magnetmounting to engage the azimuth ring with the abutment means to adjustthe relationship between the permanent magnet mounting and the azimuthring.

2. An orienting device for use in a vehicle for indicating both theheading and the attitude of said vehicle comprising, in combination, ahousing having a heading and an attitude reference, a floating memberWithin the housing and adapted for pivotal mounting therein, a fluidwithin the housing coordinated with the floating member to render thelatter buoyant, a transparent closure member on the housing for viewinga portion of the interior thereof, vertical pivot means extendingdownward from said housing into the fluid and having verticalresilience, pivot engaging means on the floating member pivotallyengaged with the pivot means, said floating member being cut away topermit pivoting around the pivot means, a permanent magnet having amounting physically mounting it within the floating member beneath thepivot point of the floating member, an azimuth ring related to saidfloating member in compass coordinated relationship with the permanentmagnet within the floating member and the heading reference of thehousing and in attitude coordinated relationship with the permanentmagnet within the floating member and the attitude reference of thehousing, adjustable magnet mounting means for positionally adjusting thepermanent magnet with respect to the azimuth ring to compensate fordeviations in the indicated attitude, whereby the azimuth ring servesthe twofold purpose of providing magnetic heading and attitudereferences, said adjustable magnet mounting means comprising a movablesegment in which the permanent magnet is mounted, the movable segmentbeing pivotally engaged with and adjustable in the vertical plane of thenorth-south axis of the floating member defined by the azimuth ring andabout the pivot engaging means on the floating member to permit thepermanent magnet to pivotally adjust itself to any position from ahorizontal position to a vertical position, a segment chamber withinsaid floating member in which the movable segment is constrained topivotally move in the defined vertical plane, and means for moving saidmovable segment.

3. An orienting device as in claim 2, wherein the azimuth ring isoriented on the periphery of the floating member and comprises the topportion thereof.

4. An orienting device as in claim 3, having a grid superimposed uponthe upper portion of the floating member circumscribed by the azimuthring, the azimuth ring having indicia thereon defining 360, and the gridbeing oriented with straight lines parallel to the north-southorientation and east-west orientation of the azimuth ring indicia,respectively.

5. An orienting device as in claim 3, further including a transparentprismatic window in the housing having a miniature aircraft symbolsuperimposed thereon, the window being disposed and proportioned and theaircraft symbol being positioned thereon so that a viewer upon lookingat the aircraft symbol will observe its direct relationship with theazimuth ring.

References Cited UNITED STATES PATENTS 1,216,953 2/1917 Greagh-Osborneet a1. 33-223 1,306,882 6/1919 Clarke. 1,474,394 11/1923 Warburg 33721,701,034 2/1929 Escallier 33-222 1,966,845 7/1934 Carbonara. 2,043,1686/1936 Havill 33204 2,192,148 2/1940 Otto 33-223 2,215,622 9/1940 Sperry33-223 2,220,457 1 l 1940 Moss 33-204 2,300,710 11/1942 Sperry 33-2232,761,056 8/1956 Lazo. 2,909,845 10/1959 Mikesell 33222 FOREIGN PATENTS420,699 12/1910 France.

3,644 1/1813 Great Britain. 9,926 7/1888 Great Britain. 287,536 10/ 1928Great Britain.

ROBERT B. HULL, Primary Examiner.

1. AN ORIENTING DEVICE FOR USE A VEHICLE FOR INDICATING BOTH THE HEADINGAND THE ATTITUDE OF SAID VEHICLE COMPRISING, IN COMBINATION. A HOUSINGHAVING A HEADING AND AN ATTITUDE REFERENCE, A FLOATING MEMBER WITHIN THEHOUSING AND ADAPTED FOR PIVOTAL MOUNTING THEREIN, A FLUID WITHIN THEHOUSING COORDINATED WITH THE FLOATING MEMBER TO RENDER THE LATTERBUOYANT, A TRANSPARENT CLOSURE MEMBER ON THE HOUSING FOR VIEWING APORTION OF THE INTERIOR THEREOF, VERTICAL PIVOT MEANS EXTENDING DOWNWARDFROM SAID HOUSING INTO THE FLUID AND HAVING VERTICAL RESILIENCE, PIVOTENGAGING MEANS ON THE FLOATING MEMBER PIVOTALLY ENGAGED WITH THE PIVOTMEANS, SAID FLOATING MEMBER BEING CUT AWAY TO PERMIT PIVOTING AROUND THEPIVOT MEANS, A PERMANENT MAGNET HAVING A MOUNTING PHYSICALLY MOUNTING ITWITHIN THE FLOATING MEMBER BENEATH THE PIVOT POINT OF THE FLOATINGMEMBER, AN AZIMUTH RING RELATED TO SAID FLOATING MEMBER IN COMPASSCOORDINATED RELATIONSHIP WITH THE PERMANENT MAGNET WITHIN THE FLOATINGMEMBER AND THE HEADING REFERENCE OF THE HOUSING AND IN ATTITUDECOORDINATED RELATIONSHIP WITH THE PERMANENT MAGNET WITHIN THE FLOATINGMEMBER AND THE ATTITUDE REFERENCE OF THE HOUSING, MEANS FOR ADJUSTABLYCOUPLING THE AZIMUTH RING TO THE PERMANENT MAGNET MOUNTING ABOUT THEEAST-WEST AXIS THEREOF DEFINED BY THE AZIMUTH RING AND FOR POSITIONALLYADJUSTING THE AZIMUTH RING WITH RESPECT TO THE PERMANENT MAGNET MOUNTINGTO COMPENSATE FOR DEVIATIONS IN THE INDICATED ATTITUDE, WHEREBY THEAZIMUTH RING SERVES THE TWOFOLD PURPOSE OF PROVIDING MAGNETIC HEADINGAND ATTITUDE